Train air-signalling apparatus.



No. 659,9U4. Patented mt. l6, I900. J. H. TUHBUSH.-

TRAIN AIR SIGNALING APPARATUS.

(Application filed Dec. 18, 1899.)

2 Sheets-Sheet (No Model.)

A 77'0HNEYS W/TNESSES,

INo; $593M. Patentad Oct. I6, I900;

- .n. H. TUBBUSH.

TRAIN AIR SIGNALING APPARATUS.

(Application filed Dec. 18,1899.) (m mam.) 2 Shanta-Shoot 2.

W/ TNE SSE 8 INVEN mm" mm M x; we.

fl E ATTORNEYS will be fully described llnrrnn Srarns Parent rrIcE.

THAlN AlR-SlGiNALING APPARATUS.

$PEGIFIUAI'IGN forming part of Letters Patent No.

659,904, dated October 16, 1900.

Application filed December 18, 1899. Serial l lo. 740,705. (No model.)

To LLZZ whom it Ni /(Ly concern.-

Be it known that 1, JAMES H. TURBUSH, a citizen of the United States, and a resident of the city of New York, borough of Bronx, in the county and State of New York, have invented;anew and Improved Train Air-Signaling Apparatus, of which the following is a full, clear, and exact description.

The invention relates to fluid pressure brakes of the Westinghouse type; and its object is to provide a new and improved train air-signaling apparatus whereby the separate signal-pipe now used is dispensed with and the train-pipe and its pressure, as well as the engineersvalve, are made use of to actuate the Whistle and give the desired signals to the engineer by the conductorof the train no matter what position the engineers valve is in.

The invention consists of novel features and parts and combinations of thesam'e, as hereinafter and then pointed out in the claims.

A practical embodiment of my invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a perspective View of the improvement with part of the signaling-valve in section. Fig. is an enlarged sectional side elevation of the duplex engineers valve in releasing position, the section being on the lines 2 2 in Figs. 3 and 5. Fig. 3 isa sectional plan view of the same on the line 3 3 in Fig. 4:. Fig. l is a sectional side elevation of the same on the lines -i iin Figs. 3 and 5, and

5 is a plan view of the rotary valve.

In my improved train air-signaling apparatus the ordinary train-pipe A of the fluidp1 essure brake is made use of as a signalingpipe besides the usual function that such pipe has in the brake. In each car in a train is arranged a branch pipe l5, connected with the train-pipe A, and on this branch pipe B is arranged the usual car discharge-valve C, as indicated in Fig. 1, the valve being under the control of the conductor to give the desired signals to the engineer, as hereinafter more fully explained. The train-pipe A connects with the duplex engineers valve D,connected by a pipe E with the main reservoir, and said duplex engineers valve is provided with the usual handle 8, under the control of the engineer, to turn the rotary valve 14 and bring the latter into the various positions for operating the brake in the usual manner, said rotory valve operating over the rotary-valve seat 3,which has duplicate ports to correspond with similar duplicate ports in the rotary valve 14. The train-pipe A is connected by a pipe F with a signaling-valve G having two compartments G G separated from each other by a diaphragm or piston valve G oarrying on its stem G 21. valve G normally seated on a valve-seat G contained in the lower compartment G connected bya pipe H with the duplex engineers valve by the pistonvalve 18, which is a couu terpart of the usual piston-valve 18 of the brake mechanism, (see Fig. 2,) said piston-valve 1S simultaneously operating with and in exactly the same man nor as the piston-valve 18 of the brake mech anism, it being understood Ihat the rotary valve 14, its duplicate ports, and the duplicate ports in the seat 3 permit such movement of the piston-valves 18 and 18, whereby the same pressure is maintained in both c0mpartments G'and G no matter whatposition the rotary valve 14 is in, and consequently the valve G is firmly held to its seat and is thus in a, closed position when the engineer uses the engineers valve for its legitimate purposes that is, for applying or releasing the brakes. The valve-seat G is connected with a pipe I, carrying a whistle J of anyapproved construction.

vVhen the conductoropens one of the valves 0 in the train and makes a reduction of pressure in the train-pipe A, then a similar reduction of pressure takes place in the upper compartment G, owing to the latters connection with the train-pipe by the pipe F. The preponderance of pressure in the lower compartment Gr noweauses the diaphragm G to move upward, whereby the valve (l is lifted off its seat, and air from the compartment G can pass through the pipe I to the whistle J and sound the same. This small reduction of pressure in the train-pipe does not affect the triple valves in any manner, as the engineer does not change the position of the. eugineers valve, nor is the position of the engineers valve changed during the signaling, as described, and consequently the position of gineers valve I).

' is in the lower compartment G unless a re-- the brake mechanism as such is not disturbed while the signaling through the'trainpipe is taking place.

From the foregoing it is evident that it does not make any difference in what position the engineers valve is, as it is in communication at all times, especially between the train-pipe A and the upper compartment G of the signaling-valve G, and communication is estab: lished between the lower compartment G and the main reservoir by way of the-duplex en- It is also understood that the duplex engineers valve equalizes the pressure in the compartments G G so that the valve is firmly closed. Thus the engineers valve cqualizes the pressure between ihe main reservoir and the train-pipe on onehand and between the main reservoir and the lowercompartincnt G on the other hand, so that whatever pressure is in the train-pipe A duction of pressure takes place by the conductor operating the car discharge-valve C.

' Thus as long as there is fluid-pressure inthe train-pipe the whistle can be sounded-thatis, signals can be passed from the conductor to theengineer.

By reference to Fig. 1 it will be seen that the duplex engineers .valve is provided with two reducing-valves K and K, one for the train-pipe pressure and the other for the pressure in the pipeH, to allow of maii'itaining at the same timediiferent pressures in the pipes, if found necessary for the propel-working of the brake and the signaling apparatus.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. In a train airsignaling apparatus in which the train-pipe is used as a signalingpipe, a duplex engineers valve provided with duplicate-pistons and a duplex valve controlling said pistons, and a signal-actuating mechanism connected with the whistle and including a pneumatically-operated valve,

the pistons operating upon opposite sides of said pneumaticallyoperated valve as set forth.

v 2. In a train air-signaling system in which the train-pipe is used asa signaling-pipe, a

signal-actuating mechanism consisting of a casing connected with the whistle and a diaphragm-valve in said.casing and controlling said-whistle, and an engincers brake-valve provided with duplicate pistons and a duplex valve controlling-said pistons, the latter operating upon opposite sides of the diaphragmvalve as set/forth.

In a train air-signaling, apparatus in which the car discharge-valve is connected with the train-pipe and the latter is used as a signaling-pipe, a signai-nctuaiing mechanism consisting of a casing and a diaphragmvalve' dividing said casing into two compartments, one of said compartments being connected with the whistle and the diaphragmvalve controlling the operation of the whistle,

a duplex engineers brake-valve having-two pistons, a connection between the lower compartment of the casing and one part of the engineers valveyand a connection between the other compartment and the train-pipe through the otherpart of the engineers valve, as set forth.

5 e. A fluid-pressure brake and train airsignalingapparatus having a duplex engineers valve arranged to connect the main reservoir with the signal -valve, said .engineers valve comprising two piston waives, and a rotary valve under the control of the engineer, substantially as shown and de-' scribed.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

JAMES H. TURBUSH. 

